Change-speed gearing.



A. B LANDIS.

CHANGE SPEED (BEARING.

APPLICATION FILED APR. H I914- RENEWED MAY 14. I918. 1 ,QSQ QQU PatentedDec. 31, 1918.

' 8 SHEETS-SHEET I.

' WITNESSES: m/ VE/I/TOI? ATTOR/VEVJ.

A B. LANBiS.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 1.1, 1914. RENEWED MAY 14.19%8.

Patented Dec. 31, 1918.

8 SHEETS-SHEET 2.

/ {ELF/E8855.

3 CL. Mei/5M ATTOR/VEHR I A. B. LANDIS.

CHANGE SPEED (BEARING.

APPLXCATION FILED APR. 11, 1914. RENEWED MAY 14. ms.

Patented Dec. 31, 1918.

8 SHEETS-SHEET 3.

A. B. LANDIS.

CHANGE SPEED (BEARING.

APPLICATION FILED APR. H, 1914. RENEWED MAY 14.1918.

1 289, 0.. Patented Dec. 31, 1918.

8 SHEETS-SHEET 4.

ATTORNEYS A. B. LANDIS.

CHANGE SPEED (BEARING.

APPLICATION FILED APR. 11, 1914. RENEWED MAY 14,1918.

i 1T 1 3 -8 63 DH M. m v t8 D Du t a P WITNESSES:

ATTORNEY? A-B. LANDIS'.

CHANGE SPEED GEARING.

APPLICATION FILED APR. 11. 19:4. RENEWED MAY I4, 1918.

Patented Dec. 31, 1918.

J a SHEETS-SHEET e.

A. B. LANDIS.

CHANGE SPEED GEARINQ. APPLICATION FILED APR. 1.1."1914. RENEWED MAY 14.1918.

Pzitented Dec. 31,1918.

1 m/ VE/VTOI? A. B. LANDIS.

CHANGE SPEED GEARING. APPLICATION FILED APR. H. I9l4- RENEWED MAY14.1918- Patented Dec. 31, 1918.

8 SHEETS-SHEET 8.

LQQQOU-B ATTORNEY-S, I

ABRAHAM n. LANDIS, or nn'rIELD, rnnnsrnv'anra.

CHANGE-SPEED GEARING.

Application filed April 11, 1914, Serial No. 831.215.

To all whom it may concern:

Be it known that I, ABRAHAM B. LANDIS, a citizen of the United States,residing at Enfield, Montgomery county, and State of Pennsylvania, haveinvented and discovered certain new and useful Improvements inChange-Speed Gearing, of which the following is a specification.

My said invention consists in various'lmprovements in the constructionand arrangement of parts of change-speed transmisslon gearing,especially designed for automobile use, of that type in which selectivespeeds are secured through the means of a frictional clutch,the changein gears to secure the speed desired being made while the frictionalclutch is released. In such type of transmission gearing the usualarrangement employed involves sliding the gears into mesh for thedifi'erent changes of speed and as this can only occur when they comeinto uniform speed, many difficulties incident to securing theengagement of the teeth result, including a preliminary rasping andclash and requiring expert operation to avoid,

\ even in a limited degree, undue strain, wear and breakage, and alsoconsiderable exertion on the part of the operator.

The object of my present invention is to overcome these difficulties andproduce such a type of gear wherein the changes may be made with slightexertion, by a simple movement of the hand lever from one point toanother, and the change made without an rasping or clash of the gearswhatever, al as will be hereinafter more fully described and claimed.

Referring to the accompanying drawings, which are made a part hereof,and on which similar reference characters indicate similar parts,

' Figure 1 is a side elevation of a transmission gear of my improvedconstruction as applied to the frontend of an automobile, illustratingin a diagrammatic way its relative position when in use,

Fig. 2 a central longitudinal sectional view through the gear, the tophalf of the ear casing being removed and the clutch 1n the right handend of said gear casing being shown in elevation,

Fig. 3 a top or plan view of the complete gear as it appears inclosed inthe casing, part of the clutch casing being broken away and sectioned toillustrate features of construetion more clearly,

Specification of Letters Patent.

' Patented Dec. 311, 191%.

Renewed May 14, 1918. Serial No. 234,531.

Fig. i. a cross section on the dotted line 4-4 in Fig. 2, I

Fig. 5 a cross section on the dotted line 55 in Fig. 3,

Fi 6 a detail view showing the frictional clutch partly in elevation andpartly in central longitudinal section,

Fig. 7 a sectional view on the dotted line 77 in Fig. 3 through theupper portion of the frictional clutch only to illustrate the operationof the brake and controlling mechanism of the clutch.

Fig. 8 a similar view on the dotted line 88 1n Fig. 3,

Fig. 9 a similar viewon the dotted line 9-9 in Fig. 3,

Fig. 10 a similar view on the dotted line 1010 in Fig. 3 showing themeans of operating and controlling the gear wheels in the transmissiongear,

Fig. 11 a detail view of a clutch on the driven shaft shown at the leftin Fig. 2,

Fig. 12 a cross section through the same on the dotted line 12-12,

Fig. 13 a central sectional view through the friction clutch,

Fig. 14 a sectional view on the dotted line 1414 in Fig. 5,

Fig. 15 a detail view of the end of the controller shaft and operatingcam,

Fig. 16 a top or plan view of a portion of the hand steering wheelshowing the relative osition of the speed change controlling ever,

Fig. 17 a detail vertical section of the upper end of the parts carriedon the steering post illustrated in plan in Fig. 16.

Fig. 18 a detail view of the spring and cam controlling thereversingmovement,

Fig. 19 a cross section on dotted line 19 in Fig. 2, and

Fig. 20 a view .on dotted line 20-20 in Fig. 19. a

In said drawings the portions marked A represent the automobile frame,18 the eng1ne,'and C the transmission gear casing. The parts within saidtransmission gear casmg are referred to by numerals, as will appear inthe following description.

The automobile frame, or chassis,.A, the

body A mounted thereon, and the engine- B carried thereby, are all ofany approved or desired construction and arrangement. Y

The transmission gear caslng 1s composed of two parts C and C the part Cljoeing carried from the side bars A of the chassis on a'yoke y and theupper half C being bolted to the lower half C by bolts 200, as indicatedin Fig. 3. The two parts of said casing are formed with a smaller ortionand 0 re,- spectively, on the end adjacent to the engine to form achamber for incasing the friction clutch. The entire gearing is thusinolosed in an oil-tight and dust proof casing, whereby it may run inoil and its operation rendered easy and quiet and all unnecessary wearprevented.

The engine shaft is the driving shaft and the shaft 11 the driven shaft,geared to the automobile driving gear in any approved manner (notshown). Said shafts are journale'd in appropriate bearin (preferablyroller bearings as shown) in t e gear casing,

their inner ends being mounted in a centra.

' bearing supported ina-central web 1.2 of the gear casing.

The friction clutch comprises a cylindrical center part 13 keyed to thehaft 10 by key 14. A plate or head 15, having a sleeve 16, and ahorizontal rim or drum 17 is mounted Q loosely on shaft 10 adjacent topart 13 with said rim extending parallel with, but spaced a distancetherefrom. A series of friction rings 18 are carried on the center part13 and another series ,of friction rings 19 are carried by the rim 17of. plate 15. The friction rings 18 are mounted to slide longitudinallyby means of tongue and groove, or other appropriate interengagingconnection with the part 13 and are interspaoed between frictionrings19, and said rings 19 are similarly mounted on the interior of rim17. A clamping plate 20 is mounted by means of a spline 21 to slidelongitudinally on a hub portion 22 of a plate 23. Said plate 23 isscrew-threaded onto the outer end ,of center part 13 andits hu'b orflange extends into an annularrecess therein, as

best shown in Figs. 6 and 13. Clamping plate 20 is formed with a bearingface at its outer edge adapted to \bear against the outside one of theseries of plates 19; A ring 65' s 1 scribed.

24 is mounted in an annular recess in the outer face of said clampingring 20 and formed with a series of cams on its outer face. Another ring25 with corresponding cam faces is'mounted adjacent thereto to rock onhub 22' and has.a radial arm 26'extending from one side thereof andprojecting through a segmental opening in the rim of plate 23, for apurpose to be presently de- A series of pocketsare formed in said ring25 corresponding to the number of cam faces and a pairofxant-i-fric'tion rollers 27 are mountedin each of said pockets;

. bearing ring'28 is mounted in an annular seatin the inner face of thehub 22 in position to'receive the thrustof said roller bearings on oneside, and a series of set screws 29 roject through screw-threadedperfora tions from the outside of said .hub and bear against said ring,whereby it may be adjusted as required to-compensate for any wear in.the parts. Clamping plate 2 0 is normally held outward by a series ofsprings 30 (Fig. 6) mounted in sockets in the center part 13 and bearingagainst'the inner face of said plate. The normal position of cam ring 25is maintained by a spring 31 inter-.

I posed between one side of the outer end of arm 26 and an adjacent seat32 atone end of a recess in the part 42 which holdssaid arm normallyagainst shoulder 46' at the other end of said recess. Another spring 33is interposed between the opposite side of said arm and a seat 34 onsaid part 23. A, ring I ,35 is mounted on the hub 22 of the part 23 andis connected to rotate thereon to a limplate 15. Its outer edge extendsinto an annular recess in the rear face of ring 35 near its periphery.Said ring 42 has a face for engagement with a band brake, as will bepresently described. A pawl 43 is mounted on a pivot 44in a recess inthe peri-phery of said ring 42 on one side and is adapted toengage withteeth in the periphv ery of part 23 and normally hold sald part '42fromfree rotation, and hold ring 25 in clamping position against ring 24 andplate 20. Said pawl 43 is held into engagement with said notches by aspring 45 (see Fig.

5). by the turning. of said ring 42,'throughthe connection, of arm-26with shoulder 32 under the yielding pressure of spring 31.

As soon as the pawl is released, spring 33. will expand and turnpart'23, and also part 35, somewhat, bringing the point of the rim ofpart 35 beneath the point of the dog 43, and prevents the reengagementofsaid'dog until. the parts are returned to clutch position, as will bepresently described. Pushpin 300 is arranged in a socket in the easmg,with a spring 301 interposed between its head and thefoute'r face ofsaid casing, i

.andis provided with a dog 302 which is adapted, when, said push-pin isforced downward, to engage with one of a series of notches 303; in theperiphery of ring Spring 301' serves, to hold said, push-pm 'in theupward "normal position. Said plate35, when rotated under the. impulseof said Cam ring 25 is adapted to be turned push-pin, serves to unlockpawl 43 in ring 42 and thus release the connection which holds thepressure between the parts pro naeaaeo clutch is engaged, as in what iscalled choking the motor, means is .athand; to disengage the clutchmanually, producing the same result as when it is done through the camdetaining'this' plate while the motor is running.

A spring retarding. brake 47 carried on the inner end of a rod 48mounted to slide in a perforation in the upper part 0 of the clutchcasing bears uponthe periphery of I the part and normally holds it fromrotation. A band brake 49 is mounted'around 1 the face is of the ring42, being carried at 7 one end of the inner end of an adjusting screw50, and at its other end on the inner end of a sliding rod 51 mounted ina perforation in the upper part of the clutch casing Another band brake52 is mounted around the rim 17 of the plate 15, one end being carriedon the inner end of an adjusting screw 53, and the other-end on theinner end of a sliding rod 54 (see Fig. 9).

A controller cam shaft 55 is journaled in bearings formed in the outerends of arms 56 projecting horizontally from a bracket 57 secured to theupper side of the gear casing. At its forward end it carries a series ofcams 58, 59, and 60 Which coiiperate with the sliding rods 48, 51', and54, respectively. A

' bevel gear 61 is ,mounted'on said shaft55 and a segmental rack 62mounted on a stud 63 on-the outer end of arm 56 meshes therewith. Saidsegmental rack 62 is connected with a crank arm 64 which in turn isconnected by a rod 65 with the lower end of a sleeve 66'mounted aroundsteering shaft 67. Said rod 65 is connected to crank arm 64 by adoublepivotal connection consisting of pivots 68" extending in onedirection and pivots 69 in the other direction, whereby a universaljoint is secured. vA similar con-- nection isjemployed at the oppositeend wherein a horizontal pivot 7 0 connects the end of the rod with theupper end of aver- .tical pivot 71 mounted in the outer end of a crankarm 72 secured to the lower end of said sleeve. The shifting 1ever 73 isclamped to the upper end of sleeve 66. by clamping screw 74 and isprovided with a spring latch 75 and ahandler76 at its outer end. Saidspring latch. is adapted, to engage with a series of n otches intheouter end of a segment/77- which is clamped to theupper end of a tubularsteering post casing 7 8, which is fixed at its lower end in the frameof the automobile body. It will thus be seen that by swinging lever 73shaft 55 will be rocked and through the rocking of said shaft that cams58., 59, and 6.0 will be operated, as will be presently more fullydescribed.

Sleeve 16 of plate 15 extends to a point overlapping the inner end ofthe driven which is journaled in appropriate bearings (preferably rollerbearings as shown) in, the gear casingparallel with the shafts 10 and11. Another gear 87 is loosely mounted on driven shaft 11 and mesheswith a loose gear 88 on counter-shaft 86. Gear 83 is formed with aclutch part 89 adapted to engage with a clutch part 90 secured oncounter-shaft 86 by a key 91 and a transverse pin 91. Gear 84 has aclutch part 92' adapted. to-engage with. a clutch part 93 secured. oncounter-shaft 86 by a key (not shown) and a transverse pin 94. Gear hasa clutch part 95 on its hub adapted to engage with a clutch; part 96secured on countershaft 86 by a key 97 and a pin 97. The gear teeth ofthe several gears 80, 81,. 82, 83, 84, and 85, are of a spiral form asillustrated bygear 84, in Fig.2, the angle being suflicient to cause thepower transmitted to slide the gears. into engagement with theircompanion clutch parts. A rock shaft or rod 98 extends longitudinally"through the upper part of the casing and carries a series of arms 99(see Fig. 10), each. of which has a branch 100 with a tapered inner faceadapted to contact with av tapered corner on the adjacent edge of thegear to slide and hold said gear out of en-' gagement with its drivingclutch, and another branch 101 forming a' brake shoe adapted to engagewith the hub of the gear. Each of said arms 99 is pivotally connected toasliding rod 103 mounted in a perforation in the upper part 0 of thegear casing and extending to a point adjacent to the controller shaft55. Each of said rods 103 is formed screw-threaded at its outer end andhas thereon a nut 104 between which and the casing is interposed acoiled spring 105 which normally holds the arm 99 with its branch 101against the hub of its gear. Said controller shaft 55 has a series ofcams 106 thereon adapted to cotiperate with the sliding rods 103. One ofsaid cams is illustrated in Fig. 10. The others are duplicates exceptthat the several cams are arranged with their cam'faces, or notches, outof line so that but one rod 103 will be operated at the same time.

At the extreme rear end of sleeve 16 a clutch part 107 is keyed thereonwith which a double-ended sliding clutch part 108, keyed to shaft 11,.is adapted to en age at one end, its other end being. adapte to engage.with a clutch face 109 on the adjacent end of the hub of the gear 87. Agear 110 with a clutch part 201 on one end. is also loosely mounted oncounter-shaft 86 and a double-ended sliding clutch part 111 is adaptedto engage atone end therewith and at the other end with a clutch face112 on the adjacent end of the hub' of gear 88,

Said clutch parts 108 and 111 are engaged by shifting forks 113 and 114,respectively.

Shifting fork 113 is mounted on a rock shaft 115 in a bearing in theside of the upper upper end carriesan anti-friction roller 118 1 adaptedto rest in a cam. groove in a collar 119 on controller shaft 55. Asocket 120 is formed on gear casing C immediately beneath the lower endof lever 117 and a spring plunger 121 is mounted therein having ananti-friction roller 122 at its upper end which is adapted to bearagainst the V- shaped lower end of said arm. A rock shaft 123 isjournaled invuprights 124 and ,125 extending upwardly from therespective sides of the upper part C of the'gea'r casing. A crank arm126 is secured. to one end of said rock shaft 123 by a transverse pin127 and is connected by a pivot 128 engaging a bifurcation in the upperend of crank arm 129 on the outer end of rock shaft-116. The bifurcationin arm 129 is not shown, but will be readily understood by an examination of the structure as illustrated at the right in Fig. 4. Adepending arm 130 'is secured to said shaft 123 alongside post 125 andis formed with a V-shaped lower end. A roller 131 on the free end of astiff spring 132- secured by a bolt 133 on a boss 134 on the top part Cof the gear casing bears against the lower end of said arm 130. C 1. lar119 is formed on its outer end with a flange 135 having a radial opening136 at one side and a projecting lug 137 alongside one end of saidopening which serves to limit the motion of controller shaft on reversemotion before high speed is reached.

Figs. 19 and 20 illustrate the arrangement of gears for securing reversemotion. A short shaft 202 is ournaled in suitable bearingsflat one endin the rear head of the gear ator desiring to start the same, throwslever memos 73 from position 1 on segment 77 over to position 2. Thismovement-operates through the sleeve 66, rod 65, segment 62, gear 61,andshaft 55, to turn cam 59 and operate rod 51 to cause the bandbrake49to impinge on the face is of wheel 42, which through theconnection with arm 26 causes cam ring 25 to force the clamping plate 20inward and engage the friction disks 18 and 19 and start sleeve 16 inmotion. The pawl 43 serves to hold the forward motion of cam ring 25 andmaintain the driving connection thus established between the clutchcenter 13 and the rim 17 which is part of said sleeve 16. As the sleeve16 starts to rotate the cam 106 of the low speed gear 82 is turned tobring its notch to the position shown in Fig. 10, which permits thebrake arm 101 to impinge upon the hub of gear 85 and tend to retard itsmotion so that the spiral form of the teeth of gears 82 .and 85 willcause said gear 85 to slide on shaft 86 to engage the clutch parts 95and 96 and drive said shaft 86. The clutch 111 being in engagement withgear 88, as shown in Fig. 2, and clutch 108 being in engagement withgear 87, the motion of said shaft 86 would be transmitted through saidgears'to the driven shaft 11. By throwing lever 73 over to position 3 onsegment 77 the speed will be increased as follows: The first operationwill be to force brake [shoe 47 against the periphery of wheel 35 whichwill halt the motion of said wheel and throw out pawl 43 and permitsprings 30 to release the clutch connection between the center 13 anddrum 17. The next operation will be to cause band brake 52 to impingeupon the surface of drum 17 and retardits motion and the motion ofsleeve 16, bringin the motion-of these parts to below the motion of thedriving shaft 10 and releasing all positive con-- nection between saiddriving shaft and said sleeve 16. The-next step in the operation is toagain throw bar 1d brake 49 onto surface is of the ring 42 and byretarding said ring by tion of the cams 58, 59, 60, and 106, are sorelated that before the wheel 42 is clamped leased from its engagementwith drum 17 and brake 47 is released from the wheel 35. The cams 106are so arranged that they act successively, and only one at a time, sothat whenever one of the cams 106 is in the position shown in Fig. 10,the other two will be in a position to force and lock the arms 99' withtheir branches 100 against the rims of two or the three gear wheels 33..8'4, and 85,

' means of the elements before described reby the band brake 49, handbrake 52 is reaaaaoo as, for example, 83 and 85 as illustrated in Fig.2. The change from the second speed to the highest speed is attained inthe same manner by throwing lever 73 from the position 3 to the position1 on segment 77. To stop the car the operator merely throws lever 73from position 4. to position 1. which releases all of the drivingconnections and permits the car to be stopped by applying the brakes inthe usual manner.

hen it is desired to reverse the car the operator, through lever 138.the rock shaft 123, and the shifting fork 111, forces clutch 111 fromengagement with gear 88 into engagement with gear 110, which transmitsthe motion through the gears on sleeve 203 to gear 87 and drives theshaft 11 in the reverse direction. When it is desired to drive directfrom sleeve 16 to shaft 11, collar 119 is turned with shaft 55 to throwlever 117 and shifting fork 113 to throw clutch 108 into engagement withgear 107, when the speed of shaft 116 will be transmitted direct toshaft 11. In Figs. 11 and 12 I have illustrated devices consisting ofspring dogs 140 which are mounted on the periphery of the oppositeclutch ends of clutch 108 and normally project outward to hold theclutch out. of engagement. The dog at the left in Fig. 11 is in itsnormal position and when clutch 108 is thrown over to engage with clutchface 109, the dog will prevent such engagement so long as the speed ofpart 109 is greater than that of clutch 108. As soon as the speed of 109falls back, however, to equal or below that of 108, the dog will turn onits pivot and permit the clutch to go into engagement under the impulseof the spring plunger 121. A like operation takes place at each reversalof the position of the clutch.

The spring 132 operating over the cam end of part 130 holds clutch 111under positive sliding force until it is fully engaged as it is shiftedfrom one position to another, as will I be readily understood. On therim ofpart 135 is formed a projection 137 located in the path of thelower end of lever 13S and serves to prevent shaft 55 from being turnedwhen the lever 138,is in the position shown by dotted lines in Fig. 1 tothe high speed position, thus avoiding the danger of high speed onreverse motion.

Having thus fully described my said invention, .what 1 claim as new anddesire to secure by Letters Patent is:

1. A change speed gearing comprising driving and driven elements, africtional clutch for coupling said elements, a series of change speedgears interposed between said elements, means by which one of the gearsis automatically made inactive and another active while the frictionalclutch is disengaged, means for releasing said frictional clutch, andmeans for automatically retard.- ing the motion of said driven elementat the release of said clutch, substantially as set forth.

2. A change speed gearing comprising a driving element, a drivenelement, a frictional clutch coupling said elements, change speed gearsinterposed between saidelements, means adapted to automatically engageand disengage said change speed gears while said frictional clutch isdisengaged, means for disengaging said frictional clutch, means toautomatically retard the motion of the driven element when said clutchis disengaged, and means for throwing the gears into operativeengagement of the two elements coincide, set forth.

3. A chan e speed gearing comprising a driving shat, a driven shaft, acounter shaft parallel with said other shafts, gears carried on saidrespective shafts, means for effecting transmission engagement betweenselective gears, means for holding the gears out of driving relationuntil the speeds of the two elements substantially coincide, a clutchforming part of the means for transmitting motion from the driving shaftto the gears, and means for automatically clutching and unclutchin saidclutch by the rotary motion thereo substantially as set forth.

4. A change speed gearing comprising a driving shaft, a driven shaft,gears connecting said shafts, a clutch forming part of the substantiallyas means for coupling the driving shaft to the driving gears, means for.automatically engaging and disengaging said clutch, and means to checkthe motion of the driven shaft when the clutch is disengaged,substantially as set forth.

5. A change speed gearing comprising a driving shaft, a driven shaft, acounter-shaft parallel therewith, loosely mounted gears upon saidcounter-shaft engaging with gears carried by said driven shaft, clutchesfor engaging said -lo0sely mounted gears to the counter-shaft, one at atime, and an automatically operated transmission clutch between thedriving shaft and the gears for when the speeds operating the drivenshaft, substantially as set forth.

6. A change speed gearing comprising driving and driven elements, africtional clutch coupling said elements,- a series of change speedgears, means for automatically engaging and disen aging said gears,means for disengaging said frictional clutch, means to automaticallyretard the speed of the driven element when said clutch disengages, :andmeans by which said clutch is reengaged, substantially as set forth.

A change speed gearing comprising a driving shaft, a driven shaft, acounter-shaft, gears loosely mounted on said counter-shaft, a frictionalclutch on said driving shaft emundying a sleeve loosely mounted on saidgal driving shaft and adapted to be coupled to said driving shaft bysaid clutch, fixed clutch parts on said counter-shaft, and means forautomatically and consecutively engaging and disengaging said gears ateach release and engagement of said frictional clutch, substantially asset forth.

8. A change speed gearing comprising a driving shaft, a driven shaft, acounter-shaft through which motion may be transmitted from said drivenshaft to said driving shaft, gears on said counter-shaft, a frictionalclutch forming part of the gear for onnecting said driving shaft to saiddriven shaft arranged to automatically engage and disengage by itsrotary motion, and means arranged to be operated simultaneously forautomatically changing the engagement of gears on said counter-shaft assaid frictional clutch is operated, substantially as set forth.

9. A change speed gearing comprising a driving shaft, a driven shaft, aclutch secured to said driving shaft, a sleeve loosely mounted on saiddriving shaft and secured to one of the driven clutch elements, gearssecured to said sleeve, a counter-shaft, loosely mounted gears on saidcounter-shaft engaging with said gears on said sleeve, fixed clutchparts alongside said loosely anounted gears on said counter-shaft, agear secured on said counter-shaft, another gear secured to the drivenshaft and engaging with the gear on said counter-shaft by a clutch, saiddriven shaft being arranged in alinement with said driving shaft,substantially as set forth.

10. A change speed gearing comprising a driving shaft, a driven shaft inalinement therewith, a counter-shaft parallel therewith, a drivingclutch secured on said driving shaft, a sleeve loosely mounted on saiddriving shaft and secured to a driving clutch part, means for engagingand disengaging said clutch, gears secured to said loosely mountedsleeve, loosely mounted gears on said counter-shaft, clutchesforsecuring said loosely mounted gears in turn to said counter-shaft,another gear secured to said counter-shaft, a gear secured to saiddriven shaft by means of a clutch and engaging with said gear on saidcounter-shaft, a clutch part secured to the end of said loosely mountedsleeve on said driving shaft, and a clutch part on the adjacent end ofthe driven shaft adapted to engage therewith, whereby the driving shaftmay be directly engaged with the driven shaft, substantially as setforth.

11. A change speed gearing comprising a driving shaft, a driven shaft inalinement therewith, a counter-shaft parallel with said other shafts, adriving clutch interposed between the driving shaft and the drivenshaft. a sleeve forming part of said clutch normally loosely mountedupon said driving shaft, gears secured to said sleeve, other gearsloosely mounted on said counter-shaft engaging therewith, clutch partsfixed on said counter-shaft, means for throwing said gears on saidcounter-shaft into and out of engagement with said clutch parts thereon,means for selecting the gears and controlling the operation of saidclutches, and means for automatically operating the driving clutch,substantially as set forth.

12. A change speed gearing comprising a driving shaft and a driven shaftin alinement with each other, a transmission clutch comprising partskeyed to said driving shaft and a part loosely mounted on said drivingshaft, gears secured to said loosely mounted part, a counter-shaft,gears loosely mounted on said counter-shaft to mesh with the gearscarried by said loosely mounted clutch part. clutches on saidcounter-shaft arranged to engage and couple said loosely mounted gearsthereto, one at a time, another gear on said counter-shaft, a gear onthe driven shaft meshing therewith, a sliding clutch on saidcounter-shaft adapted to engage with said gear thereon, another slidingclutch on the driven shaft adapted to engage with the gear thereon whichmeshes with the gear on said counter-shaft, and means for operating saidseveral clutches, substantially as set forth.

13. A change Speed gearing comprising a driving shaft, a driven shaft inline therewith, a driving clutch on said driving shaft. a sleevesurrounding said driving shaft and carried by the loose part of saidclutch, gears keyed to said sleeve, a counter-shaft, complemental gearsloosely mounted on said counter-shaft, clutches for securing saidcomplemental gears tosaid counter-shaft one at a time, a gear on thedriven shaft. a gear on the counter-shaft meshing with said gear on thedriven shaft, clutches for coupling said gears to their respectiveshafts. and a clutch part on the end of the sleeve surrounding thedriving shaft arranged to be coupled to the driven shaft b a slidingclutch. substantially as set forth.

14. A change speed gearing comprising 1 driving shaft, a driven shaft, asleeve n said driving shaft connected with a part of said clutch, gearssecured to said sleeve, eomplemental gears on the counter-shaft engagingtherewith, and formed with teeth set at an angle, clutches for securingsaid gears to the cO1lI1teP- shaft, and gears connecting saidcounter-shaft and driven shaft. whereby the power transmitted is adaptedto push the gear sidewise and clutch said gears to the counter-shaft,substantially as set forth.

15. A change speed gearing comprising a driving shaft, a driven shaft. adriving clutch on the driving shaft, a sleeve loosely mounted on saiddriving shaft and carried by a part of said clutch, gears keyed to saidsleeve, a counter-shaft, complemental gears raeaaoo on saidcounter-shaft, clutches for securing said gears to said counter-shaft,the teeth of said gears being formed at an angle, whereby the powertransmitted is adapted to push the gears sidewise to engage the clutchesand said clutches being formed with teeth of ratchet form whereby whenthe counter-shaft runs ahead said Clutches will become disengaged, africtional shoe pressing On the hub of said loosely mounted gear forcausing the angle of the teeth to thrust the clutches together, meansfor automatically releasing said shoe when said clutches are disengaged,and a part carried by said shoe arranged to hold said clutchesdisengaged, substantiallyas set forth.

16. A change speed gearing comprising a driving shaft, a driven shaft, africtional clutch connecting said shaft, means for successively andautomatically securing and releasing said clutch, means forautomatically changing the driving connection between the several changespeed gears while said frictional clutch is released, means fordetaining the driving member of the frictional clutch as soon as it isreleased to allow the engagement of the clutch gears without clash.substantially as set forth.

17. A change speed gearing comprls ng a driving shaft. a driven shaft, africtional clutch arranged to automatically clutch and release, cams forcontrolling the operation, means for rotating said cams at will by theoperator, and gearing ranged and connected to secure the speed desired,substantially as set forth.

18. A change speed gearing comprising a driving shaft, a driven shaft.a-frictional clutch for transmitting motion from said driving shaft tosaid driven shaft, a train of change speed gears interposed between saidshafts and arranged in pairs, one gear of each pair being mounted to runloosely and the other made fast, a clutch for securing each loose gearto its shaft, means for selectively engaging said loose gears, and meansfor holding the clutch out of engagement until the speed of the twoparts coincides. substantially as set forth.

19. A change speed gearing comprising a driving shaft, a driven shaft, acountershaft, 3 train of gears on said shaft, a shaft journaled on theoutside of the casing, cams on said shaft. by .which the securing andreleasing of the clutches and the shifting of the gears on saidcounter-shaft are controlled. said cam shifting being operated through alever arranged within reach of the operator in the car, substantially asset forth.

:20. A change speed gearing comprising a driving shaft, a driven shaft,a friction clutch between the two by which power is transmitted from oneto the other, intermeshing transmission gears of varying diappropriatelyarameters interposed between said shafts, a series of driving clutchesfor connecting one or the other of said gears in the driving train,means for controlling saidclutches, one of said clutches being mountedon the driven shaft between adjacent clutch faces of gears which areadapted to engage by a sliding motion, and pivoted dogs mounted on onepart and adapted to engage with the other to prevent their engagementuntil the speeds of the two clutching elements coincide, substantiallyas set forth.

21. A change speed gearing comprising a driving shaft, a sleeve on saiddriving shaft, gears on said sleeve, a driven shaft, a counter-shaftparallel therewith, loosely mounted gears upon said counter-shaftengaging with gears carried on a sleeve on said driving shaft, clutcheson said counter-shaft for engaging said loosely mounted gears thereto,means for controlling said clutches to bring only one into operation ata time, a clutch for coupling the driving shaft to the sleeve thereon,and means for operating said clutch through the rotary motion of thedriving shaft, substantially as set forth.

22. A change speed gearing comprising a driving shaft, a sleeve mountedon said driving shaft, a driven shaft, a counter-shaft, gears looselymounted on said counter-shaft, a frictional clutch on said driving shaftarranged to couple said driving shaft and said sleeve, gears mounted onsaid sleeve arranged to'engage the loosely mounted gears on thecounter-shaft, fixed clutch parts on said counter-shaft, and means forconsecutively engaging and disengaging said gears on said counter-shaftone at a time at each release and engagement of said frictional clutch,substantially as set forth.

23. A change speed gearing comprising a driving shaft, a sleeve on saiddriving shaft. a driven shaft, a driving clutch element scoured to thedriving shaft, a driven clutch element secured to said sleeve, gearssecured to said sleeve, a counter-shaft, complemental gears on saidcounter-shaft, the teeth of the gears on said sleeve and on saidcounter-- shaft being formed at an angle whereby the power transmittedwill tend to move said gears sidewise to engage clutches on saidcounter-shaft, said clutches fixed to said counter-shaft and adapted toengage clutch faces on the adjacent sides of said gears, said clutchesbeing formed with ratchet teeth, whereby when the counter-shaft runsfaster than the driven clutch element, said ratchet clutches )willbecome disengaged, a frictional shoe adapted to press on the hub of saidloosely mounted gears for retarding the motion of said gears and causingthe angle of the teeth to engage the clutches, and means forautomatically releasing said shoe when said clutches are disengaged,substantially as set forth.

24. A change speed gearing comprising a driving element, a drivenelement, a frictional clutch for coupling said elements arranged to beoperated by the rotary motion of the driving element, a series of changespeed gears upon said driven element connected with similar gears on acountershaft, clutches adapted to couple said gears to saidcountershaft, a shaft having a series of cams for operating andreleasing the frictional clutch members and controlling the coupling anduncoupling of said countershaft gears. substantially as set forth.

25. A change speed gearing comprising a driving shaft, a driven shaft, acountershaft, a frictional clutch interposed between the driving shaftand the driven shaft, change speed gears interposed between said drivingshaft and said driven shaft, a shaft having a series of cams thereon foroperating the securing and releasing mechanism of the frictional clutch,whereby the clutching and unclutching may be consecutively controlled bythe operator, an operating lever, a connection between said operatinglever and said cam shaft, said lever having a stop thereon by which anypredetermined speed may be positively acquired, substantially as setforth. p

26. A change speed gearing comprising a driving shaft, a driven shaft, acountershaft, a frictional clutch by hich power is transmitted from thedriving shaft to the driven shaft, gears 'of different diametersconnecting said driving shaft and said counter-shaft, a pair of gears onsaid countershaft having clutch faces on their adjacent sides, a slidingclutch between them, a lever engaging another lever upon another shaft.a lever on the last named shaft by which it may be actuated to slide onsaid clutch, a cam shaft, a collar on said'cam shaft having a slot toreceive the end of a lever and allow the action of said sliding clutchonly when the frictional clutch is released and the gear is set for thelowest speed, substantially as set forth.

27. A change speed gearing having a driving shaft, a driven shaft inalineinent therewith, a frictional clutch interposed between saiddriving shaft and said driven shaft, a countershaft, gearing of varyingdiameters for connecting said driving shaft with said counter-shaft, aclutch on the end of the driving shaft adapted to be engaged with theclutch on the driven shaft for direct drive, a cam shaft, cams on saidcam shaft for controlling the various speeds and the stop and startaction, a collar on said cam shaft having a projection, a lever forcontrolling the backward movement adapted to contact with saidprojection and prevent the cam shaft from being turned to the point ofclutching the driving and driven shafts while the gearing is set for thereverse motion, substantially as set forth.

28. A change speed gearing comprising a driving shaft, a driven shaft, aclutch interposed between said driving shaft and said driven shaft,means for automatically coupling said clutch by the rotary motion of thedriving shaft, means for checking the motion of the driven clutchelement upon the release of the clutch whereby the selective clutchgears are retarded to a speed below that of the countershaft and saidclutch gears caused to engage as soon as their speed advances andsubstantially 'coincides with the speed of the countershaft, therebyavoiding shock when the clutch engages, substantially as set forth.

29. A change speed gearing comprising a driving shaft, a driven shaft, africtional clutch coupling, said driving shaft and said driven shaft, aseries of change speed gears on said driven shaft, a countershaft, othergears on said countershaft engaging said gears on the driving shaft,clutches for coupling said gears to said countershaft and means toprevent the engagement of said clutches until the speed of said gearscoincides with the speed of the countershaft. whereby any shock uponengagement of said clutches is avoided, substantially as set forth.

30. A change speed gearing comprising a driving element, a drivenelement, a frictional clutch arranged to automatically couple anduncouple said elements by the rotary motion thereof, and means forautomatically checking the driven element when said clutch is uncoupledwhereby the change speed is affected without shock upon the parts,substantially as set forth.

In Witness whereof, I have hereunto set my hand and seal atPhiladelphia, Pennsylvania, this eighteenth day of March, A. D. nineteenhundred and fourteen.

ABRAHAM B. LANDIS. [1,. s.]

Vitnesses:

S. C. MILiAvARn, J AS. Wrrm.

